JP2014235117A - Vehicle stop determination result providing method, vehicle stop determination device and vehicle stop determination system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To determine whether or not a vehicle stops from GPS information thereof with high accuracy.SOLUTION: A vehicle stop determination device 100 comprises: a low-speed interval extraction section 120 which extracts a low-speed interval, the interval from a vehicle position at a first time point where a measured vehicle speed obtained from GPS information thereof becomes lower than a predetermined value to the vehicle position at a second time point where the measured vehicle speed exceeds the predetermined value; a vehicle speed transition model generation section 130 which generates a vehicle speed transition model indicating a time-shift of a continuously increasing vehicle speed after decreasing from the first time point to the second time point with an interval length of the extracted low-speed interval and time between the first time point and the second time point as conditions of constraint; and a stop determination section 140 which determines that the vehicle stops in the low-speed interval subject to existence of the interval where the vehicle speed is not more than zero in the generated vehicle speed transition model.

Description

  The present invention relates to a vehicle stop determination result providing method, a vehicle stop determination device, and a vehicle stop determination system that determine whether or not a vehicle has stopped from GPS information of the vehicle.

  In the analysis of the road traffic state, the analysis of the traveling state of each vehicle, etc., whether or not the vehicle has stopped may be an important factor. In recent years, it has been put into practical use to make this determination using a GPS (Global Positioning System).

  GPS is a positioning system that specifies (that is, measures) the current position of a receiver that has received a GPS signal based on signals (hereinafter referred to as “GPS signals”) emitted from a plurality of artificial satellites in the sky. is there. The speed of the vehicle at each time can be measured by installing such a receiver on the vehicle and calculating the time difference of the position from the time-series data of the current position.

  However, on the principle of GPS, as the moving speed of the receiver decreases, the detection accuracy of the position time difference decreases. Therefore, when the moving speed of the receiver is low (for example, about 10 km / h or less), the speed can be measured only with low accuracy by the measurement based on the time difference of the position. That is, it is impossible to accurately determine whether or not the vehicle has stopped from speed measurement based on a simple time difference between positions.

  Therefore, for example, Patent Document 1 and Patent Document 2 describe a technique for determining that the vehicle is stopped on the condition that the speed measured from the time difference between the positions is equal to or lower than a threshold value higher than zero. Yes. According to the techniques described in Patent Document 1 and Patent Document 2, when the threshold value is set sufficiently high, it is determined that the vehicle has stopped more reliably when there is a possibility that the vehicle has stopped. can do.

  However, the techniques described in Patent Document 1 and Patent Document 2 may determine that the vehicle is stopped even though the vehicle is not actually stopped. On the other hand, if the threshold value is set low in order to prevent such an erroneous determination, the accuracy of the determination as to whether or not the speed is equal to or less than the threshold value decreases. In this case, the possibility of determining that the vehicle is stopped even though it has not actually stopped is rather high, and furthermore, the vehicle has stopped even though it has actually stopped. The possibility of judging that it has not been increased.

  Therefore, a technique for determining whether or not the vehicle is stopped using another condition is described in, for example, Patent Document 3. The technique described in Patent Document 3 measures the direction of the velocity vector from the time difference between positions. The technique described in Patent Document 3 stops the vehicle on condition that the speed measured from the position time difference is equal to or lower than a predetermined value higher than zero and that the change in the direction of the speed vector is large. It is determined that This is based on the fact that the speed vector detection accuracy decreases as the vehicle speed decreases. According to the technique described in Patent Document 3, it is possible to reduce the possibility of determining that the vehicle is stopped even though the vehicle is not actually stopped.

JP-A-8-201070 JP-A-11-258324 JP 2009-264853 A

  However, depending on the reception status of GPS information, the direction of the velocity vector may change greatly even though the vehicle is not stopped.

  The reason is as follows. For example, when there is a structure that reflects radio waves in the surroundings, if the speed of the vehicle is not sufficiently high, the influence of the reflected wave by the structure is continuously received. This causes errors and variations in the positioning result. That is, when the speed of the vehicle is low, the influence of the speed vector due to the error and the variation may be stronger than the speed vector due to the movement of the vehicle itself. Therefore, even with the technique described in Patent Document 3, there is a possibility that the vehicle is determined to be stopped even though it is not actually stopped.

  An object of the present invention is to provide a vehicle stop determination result providing method, a vehicle stop determination device, and a vehicle stop determination system capable of determining with high accuracy whether or not the vehicle has stopped from the GPS information of the vehicle. It is.

  The vehicle stop determination result providing method of the present disclosure includes a step of acquiring a measured speed that is the speed of the vehicle obtained from GPS information of the vehicle, and a stop determination performed on the vehicle based on the measured speed. Providing a result, wherein the stop determination is a time period from a first time point when the measured speed falls below a predetermined value to a second time point when the measured speed exceeds a predetermined value. In a vehicle speed transition model that shows a target transition, in the vehicle speed transition model in which the speed decreases continuously from the first time point and then increases continuously until the second time point, there is a section where the speed is zero or less. In this case, it is determined that the vehicle has stopped in a period from the first time point to the second time point.

  The vehicle stop determination device according to the present disclosure is a vehicle stop determination device that determines whether or not the vehicle has stopped from GPS information of the vehicle, and a measurement speed that is a speed of the vehicle obtained from the GPS information is predetermined. A low-speed section extraction unit that extracts a low-speed section that is a section from the position of the vehicle at a first time point below the value of the vehicle to the position of the vehicle at a second time point at which the measured speed exceeds a predetermined value And after the speed has decreased from the first time point, with the section distance that is the length of the extracted low-speed section and the time from the first time point to the second time point as constraint conditions In the vehicle speed transition model generation unit that generates a vehicle speed transition model that indicates a temporal transition of the speed that continuously increases until the second time point, and in the generated vehicle speed transition model, the speed is zero or less. There must be an interval Subject to, the vehicle has a stop determination unit determines that stopped in the low-speed section.

  The vehicle stop determination system according to the present disclosure is a vehicle stop determination system that determines whether or not the vehicle has stopped from GPS information of the vehicle, the vehicle stop determination system including a terminal device installed in the vehicle. A server device that processes information relating to the running state of the vehicle, and the terminal device receives a GPS signal and acquires a GPS information of the vehicle from the received GPS signal. A traveling data transmission unit that transmits traveling data including the GPS information and the vehicle identification information to the server device, and the server device receives the traveling data transmitted from the terminal device. The vehicle at the first time when the measured speed, which is a speed obtained by measuring the speed of the vehicle from the received travel data, is less than a predetermined value A low-speed section extracting unit that extracts a low-speed section that is a section from the position of the vehicle to the position of the vehicle at a second time point when the measured speed exceeds a predetermined value, and the length of the extracted low-speed section With a certain section distance and the time from the first time point to the second time point as a constraint, the speed is continuously increased to the second time point after decreasing from the first time point. Vehicle speed transition model generation unit for generating a vehicle speed transition model showing a temporal transition of the speed, and in the generated vehicle speed transition model, on the condition that there is a section where the speed is less than or equal to zero, A stop determination unit that determines that the vehicle has stopped in the low-speed section; and a determination result output unit that outputs a determination result by the stop determination unit.

  According to the present disclosure, whether or not the vehicle has stopped can be determined with high accuracy from the GPS information of the vehicle.

The block diagram which shows an example of a structure of the vehicle stop determination apparatus which concerns on Embodiment 1 of this invention. The figure which shows an example of the vehicle speed transition in the low speed area in this Embodiment 1. The figure which shows an example of the shape of the vehicle speed transition model in this Embodiment 1. The figure which shows an example of the mode of the stop determination in this Embodiment 1. The flowchart which shows an example of operation | movement of the vehicle stop determination apparatus which concerns on this Embodiment 1. The figure which shows the result of the experiment regarding the vehicle stop determination apparatus which concerns on this Embodiment 1. The figure which shows the example of the actual speed data and vehicle speed transition model of the low speed area where the vehicle stopped in this Embodiment 1 The figure which shows the example of the actual speed data and vehicle speed transition model of the low speed area in which the vehicle in this Embodiment 1 has not stopped. The block diagram which shows an example of a structure of the vehicle stop determination system which concerns on Embodiment 2 of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

(Embodiment 1)
Embodiment 1 of this invention is an example of the specific aspect of the vehicle stop determination apparatus which concerns on this invention.

<Configuration of vehicle stop determination device>
First, the configuration of the vehicle stop determination device according to the present embodiment will be described.

  FIG. 1 is a block diagram showing an example of the configuration of the vehicle stop determination device according to the present embodiment.

  In FIG. 1, a vehicle stop determination device 100 is a device that determines whether the vehicle has stopped based on the GPS information of the vehicle. The vehicle stop determination device 100 is, for example, an OBU (On Board Unit) mounted on a vehicle or an information terminal carried by a passenger of the vehicle. Hereinafter, the vehicle on which the vehicle stop determination device 100 is mounted is simply referred to as “vehicle”.

  The vehicle stop determination device 100 includes a GPS reception unit 110, a low speed section extraction unit 120, a vehicle speed transition model generation unit 130, a stop determination unit 140, and a determination result output unit 150.

  The GPS receiving unit 110 receives GPS signals transmitted from a plurality of artificial satellites in the sky using a GPS antenna. Then, the GPS receiving unit 110 receives the GPS signal reception time (for example, GPS reference time or Japan standard time converted from the GPS reference time) based on the received GPS signal, and the position of the vehicle at the time of receiving the GPS signal (for example, , Latitude and longitude) and the speed of the vehicle at the time of receiving the GPS signal are acquired as GPS information. Then, the GPS receiving unit 110 outputs the acquired GPS information to the low speed section extracting unit 120.

  The speed may be acquired by dividing the difference between the two positions by the difference between the two times corresponding to the two positions, or by changing the wavelength of the carrier wave from the GPS signal (Doppler effect). ) May be used. In the following description, the vehicle speed obtained from the GPS information (included in the GPS information) is referred to as “measured speed”.

  The low speed section extracting unit 120 extracts a low speed section based on the GPS information input from the GPS receiving section 110. Here, the low speed section is a section from the position of the vehicle when the measured speed is lower than a predetermined value to the position of the vehicle when the measured speed is higher than the predetermined value. Then, the low speed section extraction unit 120 acquires the section distance and the required time of the extracted low speed section, and outputs the acquired section distance and the required time to the vehicle speed transition model generation unit 130. Here, the section distance is the length of the low speed section. The required time is the time required for the vehicle to pass through the low speed section.

  The time when the measured speed falls below a predetermined value is when the measured speed transits from a value exceeding the predetermined value to a value equal to or lower than the predetermined value across the predetermined value. The time when the measurement speed falls below a predetermined value may be the time when the measurement speed changes from a value greater than or equal to the predetermined value to a value less than the predetermined value across the predetermined value. In the following description, the time when the measured speed falls below a predetermined value is referred to as “first time point”, and the point where the vehicle is located at the first time point is referred to as “first point”.

  The time when the measured speed exceeds a predetermined value is when the measured speed changes from a value equal to or lower than the predetermined value to a value exceeding the predetermined value across the predetermined value. The time when the measured speed exceeds the predetermined value may be a time when the measured speed changes from a value less than the predetermined value to a value greater than or equal to the predetermined value across the predetermined value. In the following description, the time when the measured speed exceeds a predetermined value is referred to as “second time point”, and the point where the vehicle is located at the second time point is referred to as “second point”. The required time corresponds to a period from the first time point to the second time point.

  The low speed section is one continuous section. That is, the low speed section is a section in which the starting point is when the measured speed falls below a predetermined value and the end point is when the measured speed first exceeds the predetermined value thereafter.

  Further, in the present embodiment, it is assumed that the predetermined value corresponding to the first time point and the predetermined value corresponding to the second time point that define the low speed section are the same. The predetermined value is desirably the minimum value of the speed value at which sufficient positioning accuracy can be obtained in GPS, and is, for example, 10 km / h.

  The vehicle speed transition model generation unit 130 generates a vehicle speed transition model using the section distance and the required time of the low speed section input from the low speed section extraction unit 120 as constraint conditions. Here, the vehicle speed transition model is a model that indicates a temporal transition of speed such that the speed continuously increases to a predetermined value after continuously decreasing from the predetermined value. Then, the vehicle speed transition model generation unit 130 outputs the generated vehicle speed transition model to the stop determination unit 140.

  In the present embodiment, the vehicle speed transition model is a model having a shape that is convex in the negative speed direction and continuously changes in the time axis direction in a two-dimensional space composed of a time axis and a speed axis. And

  The stop determination unit 140 determines that the vehicle has stopped in the low speed section on the condition that there is a section where the speed is zero or less in the vehicle speed transition model input from the vehicle speed transition model generation unit 130. Then, stop determination unit 140 outputs the determination result to determination result output unit 150.

  When the determination result that the vehicle has stopped in the low speed section is input from the stop determination unit 140, the determination result output unit 150 outputs the determination result to the outside of the vehicle stop determination device 100.

  Here, the outside of the vehicle stop determination device 100 is a recording medium such as a nonvolatile memory or a magnetic recording memory attached to the vehicle stop determination device 100, a display device such as a liquid crystal display connected to the vehicle stop determination device 100, and Includes the other party of wireless communication such as a server of the traffic management center. That is, the output of the determination result output unit 150 includes transmission by wired data communication or wireless data communication, electric signal transmission by board wiring, etc., and writing to a storage device or storage medium.

  Note that only the main configuration unit 160 including the low speed section extraction unit 120, the vehicle speed transition model generation unit 130, and the stop determination unit 140 can be used as the vehicle stop determination device according to an aspect of the present invention.

  Although not shown, the vehicle stop determination device 100 is, for example, a CPU (central processing unit), a storage medium such as a ROM (read only memory) storing a control program, and a working memory such as a RAM (random access memory). Etc. In this case, the function of each unit described above is realized by the CPU executing the control program.

  Such a vehicle stop determination device 100 may generate a vehicle speed transition model and determine whether or not the vehicle has stopped in a low speed section (hereinafter referred to as “stop determination”) based on the generated vehicle speed transition model. it can.

<Principle of stop judgment>
Next, the principle of stop determination in the present embodiment will be described. First, characteristics of the vehicle running state and characteristics of the vehicle speed transition model will be described. Then, from the relationship between these characteristics, the reason why the vehicle stop determination device 100 can perform the stop determination with high accuracy will be described.

<Characteristics of vehicle running conditions>
First, characteristics of the actual traveling state of the vehicle in the low speed section will be described.

  FIG. 2 is a diagram illustrating an example of a temporal transition of the vehicle speed in the low speed section. In FIG. 2, the horizontal axis indicates time, and the vertical axis indicates speed. In the figure, the portion below the horizontal axis corresponds to a negative speed region.

  As shown in FIG. 2, the vehicle speed is the threshold speed Vth at each of the first time point t0 and the second time point t1 of the low speed section 200.

  In traveling of a vehicle represented by an automobile, usually, a rapid speed change or a discontinuous change hardly occurs. When the vehicle travels without stopping at a low speed less than a predetermined speed (hereinafter referred to as “threshold speed”) Vth as in the low speed section 200, a temporal change in vehicle speed (hereinafter referred to as “vehicle speed change”) 210. Has a high probability of including the deceleration section 211, the constant speed section 212, and the acceleration section 213 once in this order. That is, the shape of the vehicle speed transition 210 in the low speed section 200 approximates the downward convex shape 214.

  Here, the deceleration zone 211 is a zone where the vehicle speed continuously decreases mainly due to a brake operation. The constant speed section 212 is a section in which the vehicle speed is kept substantially constant mainly due to inertia. The acceleration section 213 is a section in which the vehicle speed continuously increases mainly due to an accelerator operation or a creep phenomenon.

  In practice, even when there are a plurality of deceleration sections 211, constant speed sections 212, and acceleration sections 213, the speed change at each time changes generally slowly on the time axis, and as a whole Is again close to the downwardly convex shape 214 as shown in FIG. Hereinafter, a shape that continuously increases after being continuously reduced is referred to as “a downwardly convex shape”.

  In addition, the time integral S (area indicated by hatching) of the vehicle speed transition 210 coincides with the road traveled by the vehicle in the low speed section 200. Here, the road is an integrated value of the distance traveled by the vehicle. For example, the road is the length including the reciprocating distance of the section when the vehicle moves backward on the road and moves forward again.

  However, it is rare for a vehicle to retreat on public roads. For this reason, the road usually matches the section distance that is the distance the vehicle has moved to the low speed section 200. Here, the distance is a length that does not include the round-trip distance of the section when the vehicle moves backward on the way and moves forward again, and is a length that approximates the length of the road on which the vehicle has traveled. is there.

  Therefore, the time integration S of the vehicle speed transition 210 coincides with the section distance of the low speed section 200 (hereinafter, the symbol L is used).

  In summary, the actual running state of the vehicle in the low speed section 200 approximates a downwardly convex shape 214 having a threshold speed Vth as a start point and an end point in a required time (hereinafter, symbol T). It has a characteristic of showing a vehicle speed transition 210 such that the integral S matches the section distance L.

<Characteristics of vehicle speed transition model>
Next, characteristics of the vehicle speed transition model will be described.

  FIG. 3 is a diagram showing an example of the shape of the vehicle speed transition model, and corresponds to FIG.

  Here, characteristics of a vehicle speed transition model having a quadratic function shape will be described. The vehicle speed transition model generation unit 130 generates a vehicle speed transition model 220 having a quadratic function shape in which the speed is convex in the negative speed direction from the threshold speed Vth, with the section distance L and the required time T of the low speed section as constraints. To do.

More specifically, the pseudo-interpolation function f (t), which is a function indicating the shape of the vehicle speed transition model 220, is expressed by the following equation (1) when it is a quadratic function shape.

Further, the parameters a, b, and c of the pseudo interpolation function f (t) are obtained from the conditions of the low speed section and the constraint conditions described above. The above-mentioned constraint condition is expressed by the following formula (2), for example.

When this equation (2) is used as the constraint condition, the parameters a, b, and c of the pseudo interpolation function f (t) are expressed by the following equations (3) to (5). Therefore, the vehicle speed transition model generation unit 130 obtains the pseudo interpolation function f (t) using, for example, the following formulas (3) to (5) and the above formula (1). Here, V ₀ and V ₁ are the predetermined value corresponding to the first time point and the predetermined value corresponding to the second time point, and are equal to Vth in the present embodiment.

  The parameter c is not used for the subsequent processing. For this reason, the vehicle speed transition model generation unit 130 does not necessarily need to obtain the parameter c.

  The vehicle speed transition model 220 of the pseudo interpolation function f (t) calculated in this way has a minimum speed value Vmin of zero or less, as shown in FIG. 3, depending on the section distance L and the required time T, which are constraint conditions. Can be. The minimum value Vmin is a concept including a local minimum value in the pseudo-interpolation function f (t), that is, a minimum value in the vicinity of a certain point. Here, since the pseudo interpolation function f (t) is a quadratic function, the minimum value of the entire pseudo interpolation function f (t) is necessarily included in the minimum value Vmin.

  In this way, the minimum value Vmin of the speed becomes zero or less when the section distance L is small with respect to the required time T. This is because the vehicle speed transition model 220 is generated such that the time integration of the speed (hereinafter, the symbol S ′ is used) matches the section distance L. That is, when the section distance L is small, the speed time integration Sp (area shown by vertical hatching) in the section 221 where the speed is positive is expressed by the speed time integration Sm (area shown by horizontal hatching) in the section 222 where the speed is negative. This is because the constraint condition is not satisfied unless deduction is performed.

  In summary, the vehicle speed transition model 220 has a downwardly convex shape with the threshold speed Vth as a start point and an end point at the required time T, and a shape such that the time integration S ′ matches the section distance L. Have. The vehicle speed transition model 220 has a characteristic that when the section distance L is small with respect to the required time T, the minimum speed value Vmin can be zero or less.

<Reason why stop determination can be performed with high accuracy>
Next, the reason why the stop determination can be performed with high accuracy will be described.

  As described above, the actual traveling state of the vehicle in the low speed section 200 and the vehicle speed transition model have a downwardly convex shape with the threshold speed Vth as the start point and the end point, and the time integration is the section distance L. They have the common property of matching. Therefore, at least for a vehicle that has not stopped in the low speed section, the vehicle speed transition model accurately reflects the traveling state.

  On the other hand, when the vehicle stops in the low speed section, as shown in FIG. 3, the shape of the vehicle speed transition 223 in the low speed section becomes flat and has a shape different from that of the vehicle speed transition model 220.

  The vehicle speed transition model 220 is generated so that the time integration S ′ coincides with the time integration A + B of the vehicle speed transition 223 of the vehicle stopped in the low speed section. Therefore, the vehicle speed transition model 220 is generated so that the time integration Sm of the minus section 222 cancels out the portions P and Q that exceed the time integration A + B of the time integration S ′ of the vehicle speed transition model 220. Therefore, the presence of the minus interval 222 indicates that the above-described constraint condition cannot be satisfied unless this cancellation is performed.

  That is, the presence of the minus section 222 indicates that the vehicle speed transition 223 has a flat bottom, that is, the vehicle has stopped in the low speed section.

  Further, for vehicles that are not stopped in the low speed section, the vehicle speed transition model accurately reflects the traveling state, and therefore the vehicle speed transition model does not have the minus section 222.

  That is, the absence of the minus section 222 indicates that the vehicle is not stopped in the low speed section.

  Therefore, the vehicle stop determination device 100 can perform the stop determination with high accuracy by setting whether or not there is a section where the speed is zero or less in the vehicle speed transition model.

<Details of stop judgment>
Next, details of the stop determination will be described.

  FIG. 4 is a diagram illustrating an example of a state of stop determination using the vehicle speed transition model. FIG. 4A shows a vehicle speed transition model when the vehicle is not stopped in the low speed section. FIG. 4B shows a vehicle speed transition model when the vehicle stops in a low speed section.

  As shown in FIG. 4, the threshold speed Vth and the required time T are the same in the vehicle speed transition model 231 when the vehicle is not stopped in the low speed section and the vehicle speed transition model 232 when the vehicle is stopped in the low speed section. Even so, the degree of protrusion is different.

  When the vehicle is not stopped in the low speed section, the section distance L is usually longer than that when the vehicle is stopped in the low speed section, even if the required time T is the same. Therefore, the time integral Sp of the positive speed becomes sufficiently large. Accordingly, the protrusion amount of the vehicle speed transition model 232, that is, the difference between the threshold speed Vth and the minimum value E becomes small.

  On the other hand, when the vehicle stops in the low speed section, the section distance L is usually shorter than the case where the vehicle does not stop in the low speed section even if the vehicle travels at the same required time T. At this time, the time integral Sp of the positive speed becomes small. Accordingly, the amount of protrusion of the vehicle speed transition model 232 becomes large, and a time integral Sm with a negative speed exists.

  However, since the vehicle is not actually retreating on the road, the time integral Sm of the minus speed does not reflect the actual speed, and the component generated to compensate (offset) the stop of the vehicle. I can catch it.

  For example, the vehicle speed transition model generation unit 130 generates the above-described pseudo interpolation function f (t), and outputs the generated pseudo interpolation function f (t) to the stop determination unit 140 as a vehicle speed transition model.

  In this case, the stop determination unit 140 determines whether or not the minimum value E of the speed in the pseudo interpolation function f (t) is equal to or less than zero. And the stop determination part 140 determines with the vehicle having stopped in the low speed area, when the minimum value E is zero or less like the vehicle speed transition model 232 shown to FIG. 4 (B).

That is, the stop determination unit 140 calculates an extreme value of the pseudo interpolation function f (t) using, for example, the following equation (6), and compares the calculation result with zero.

  The stop determination unit 140 stops the vehicle in the low speed section when the minimum value E of the speed in the pseudo interpolation function f (t) is not less than or equal to the vehicle speed transition model 231 shown in FIG. You may make it determine with not.

  Further, the vehicle stop determination device 100 does not necessarily calculate the pseudo interpolation function f (t). For example, the extreme value of the pseudo interpolation function f (t) is calculated using the equation (6). It may be. However, the parameters a, b, and c of the pseudo interpolation function f (t) need to be calculated, and this parameter calculation corresponds to generation of a vehicle speed transition model.

<Operation of vehicle stop determination device>
Next, the operation of the vehicle stop determination device 100 will be described.

  FIG. 5 is a flowchart illustrating an example of the operation of the vehicle stop determination device 100. The vehicle stop determination device 100 performs the operation described below every time there is an instruction to make a stop determination, for example. In addition, it is assumed that the GPS receiving unit 110 continuously receives GPS signals and acquires GPS information.

  First, the low speed section extraction unit 120 acquires the measurement speed from the GPS information obtained by the GPS reception unit 110 (step S1010), and determines whether the first point extraction condition is satisfied. Repeat until it is satisfied (step S1020: NO).

  Here, the first point extraction condition is a condition that the measurement speed is lower than the threshold speed Vth. Whether the low-speed section extraction unit 120 satisfies the condition that, for example, the measurement speed input immediately before exceeds the threshold speed Vth, and the most recently input measurement speed is equal to or less than the threshold speed Vth. By determining whether or not, the determination process of step S1020 is performed.

  When the first point extraction condition is satisfied (step S1020: YES), the low speed section extraction unit 120 advances the process to step S1030. At this time, the low speed segment extraction unit 120 records the time and the position of the vehicle when the first point extraction condition is satisfied as the first time and the first point.

  Then, the low speed section extracting unit 120 acquires the measurement speed from the GPS information obtained by the GPS receiving unit 110 (step S1030), and determines whether the second point extraction condition is satisfied. Repeat until it is satisfied (step S1040: NO).

  Here, the second point extraction condition is a condition that the measurement speed exceeds the threshold speed Vth. For example, the low-speed section extraction unit 120 satisfies the condition that the immediately preceding measurement speed is equal to or lower than the threshold speed Vth and that the most recently input measurement speed exceeds the threshold speed Vth. By determining whether or not, determination processing in step S1040 is performed.

  When the second point extraction condition is satisfied (step S1040: YES), the low speed section extraction unit 120 advances the process to step S1050. At this time, the low speed segment extraction unit 120 records the time and the position of the vehicle when the second point extraction condition is satisfied as the second time point and the second point.

  And the low speed area extraction part 120 acquires the distance between a 1st point and a 2nd point as the area distance L of a low speed area. At this time, the low speed section extraction unit 120 acquires the difference between the first time point and the second time point as the required time T of the low speed section.

  In addition, acquisition of the section distance L of the low speed section may be performed based on, for example, the position of the vehicle acquired a plurality of times from the first time point to the second time point, or based on the map data. May be. In addition, when the distance between the first point and the second point is very short, or when there is only a straight road, the straight line distance between the first point and the second point is simply It is good also as section distance L.

  Then, the vehicle speed transition model generation unit 130 uses a predetermined function (in the present embodiment, the threshold speed Vth that is the speed of the first point and the second point, the acquired required time T and the section distance L). Substituting into the parameters of the quadratic function), pseudo-interpolation is performed (step S1060). That is, the vehicle speed transition model generation unit 130 generates a pseudo-interpolation function f (t) indicating the shape of the vehicle speed transition model using the above-described equations (1) to (5).

  Then, as a result of the pseudo interpolation, the stop determination unit 140 determines whether or not there is a section where the speed is zero or less in the vehicle speed transition model (S1070). That is, the stop determination unit 140 determines whether or not the extreme value of the pseudo interpolation function f (t) is equal to or less than zero.

  When there is a section where the speed is zero or less (S1070: YES), the stop determination unit 140 determines that the vehicle has stopped somewhere in the low speed section (step S1080). Then, the determination result output unit 150 outputs the determination result (step S1090).

  On the other hand, when there is no section where the speed is zero or less (S1070: NO), the stop determination unit 140 ends the process as it is.

  By such an operation, a vehicle speed transition model can be generated, and a highly accurate stop determination can be made based on the generated vehicle speed transition model.

<Variation of vehicle speed transition model shape>
So far, the case where the shape of the quadratic function is adopted as the shape of the vehicle speed transition model has been described. However, as the shape of the quadratic function, however, the shape of another function can be adopted as the shape of the vehicle speed transition model. Such a function only needs to approximate the actual vehicle speed transition (see FIG. 2) of the vehicle in the low speed section.

  For example, a skilled driver or a freight vehicle driver often performs a driving operation that avoids a sudden speed change near zero speed in order to reduce the burden on the passenger or the cargo. When such a driving operation is performed, the vehicle speed transition in the low speed section of the vehicle is close to the shape of a quartic function. In order to further avoid a sudden speed change, the vehicle speed transition in the low speed section of the vehicle becomes closer to the shape of a higher order function. However, the higher-order function has a property that the speed change is abrupt at a location away from the minimum value. For this reason, it is desirable to set the vehicle speed transition model with an order that matches the actual movement of the vehicle.

  In addition, for example, a driver who is not good at fine acceleration / deceleration operations or a driver who travels over a long distance may perform a driving operation in which acceleration is substantially constant. When such a driving operation is performed, the vehicle speed transition in the low speed section of the vehicle is close to the shape of a V-shaped linear function.

  In addition, for example, an immature driver or a driver who prefers a sudden stop and sudden start often performs a driving operation with a rapid speed change. When such a driving operation is performed, the vehicle speed transition in the low speed section of the vehicle suddenly rises near zero speed and gradually becomes gentle, for example, a shape of sin (t) which is a kind of trigonometric function.

  Note that the shape of the above-mentioned quadratic function is an intermediate shape between the shape of the quartic function and the shape of the linear function.

  That is, the shape of the vehicle speed transition model that best approximates the vehicle speed transition in the low speed section differs for each stop determination target. Therefore, the vehicle speed transition model having the most appropriate shape should be used according to the characteristics of the target of the stop determination (driver characteristics, vehicle characteristics, vehicle status, and external conditions such as whether or not you are in a hurry). desirable.

  Therefore, the vehicle stop determination device 100 may perform stop determination by selecting one of a plurality of functions according to the characteristics of the target of stop determination. Further, the vehicle stop determination device 100 may perform a temporary stop determination using each of the plurality of functions, and may perform a final stop determination based on the obtained plurality of temporary determination results.

  In addition, for example, when making a macroscopic stop determination for an unspecified number of measurement objects, it is desirable to use a vehicle speed transition model having a shape that best approximates an average vehicle speed transition.

  Therefore, the inventor conducted an experiment to compare the accuracy of stop determination using various vehicle speed transition models in order to identify a vehicle speed transition model suitable for macroscopic stop determination.

<Experimental example>
Hereinafter, the contents of the accuracy comparison experiment and the results of the experiment will be described.

  This experiment was conducted on an actual vehicle running GPS log at a certain time of 4 and a half hours in a section of a length of 200 km on the Tokyo Metropolitan Expressway and a general road with good visibility from the sky. Here, the actual vehicle running GPS log is time-series data of GPS information to which correct data obtained by visually determining whether or not the vehicle has actually stopped is added.

  In the above section and the above time, 117 low speed sections were detected, of which 26 were actually stopped. That is, the correct answer of the number of low speed sections in which the vehicle has stopped is 26.

  The inventor makes a stop determination by a method simulating the conventional technology (hereinafter referred to as “conventional stop determination”), and a stop determination by a V-shaped linear function vehicle speed transition model with respect to the actual vehicle traveling GPS log. Stop determination using a quadratic function vehicle speed transition model (hereinafter referred to as “stop determination of a quadratic function”) (hereinafter referred to as “stop determination of a quadratic function”) "Quarter function stop determination"). Note that the V-shaped linear function is a left-right symmetric shape with a convex point located at the center of the low-speed section, but may be asymmetric. When the speeds of the first point and the second point are the same as in the present embodiment, the determination result does not change regardless of the position of the convex point in the low speed section.

  Here, the conventional stop determination is a method for determining that the vehicle has stopped for 60% to 100% of the low speed section.

  In this experiment, the “number of detections” is the number of low speed sections determined that the vehicle has stopped in the low speed section. The “number of detected omissions” is the number of low speed sections in which the vehicle is not determined to be stopped among the low speed sections in which the vehicle is actually stopped. The “number of erroneous detections” is the number of low speed sections in which it is determined that the vehicle has stopped among the low speed sections in which the vehicle is not actually stopped.

  FIG. 6 is a diagram showing the results of such an experiment.

  As shown in FIG. 6, the experimental result 241 of the conventional stop determination is 117, the number of detection omissions is 0 to 7, and the number of erroneous detections is 55 to 91. On the other hand, in the experimental result 242 of the stop determination of the linear function, the number of detections is 27, the number of detection omissions is 2, and the number of false detections is 3. The experimental result 243 of the quadratic function stop determination is 27, the number of detection omissions is 3, the number of false detections is 6, and the test result 244 of the quadratic function stop determination is 21 detection The number of leaks was 9, and the number of false detections was 4.

  That is, in the stop determination of the primary function, the stop determination of the quadratic function, and the stop determination of the quaternary function, the number of detections is overwhelmingly close to the correct answer 26 compared to the conventional stop determination, The result was that the number of false detections was significantly small.

  As described above, it is clear from the experimental results that the stop determination of the linear function, the stop determination of the quadratic function, and the stop determination of the quartic function can be obtained with higher accuracy than the conventional stop determination. It became.

  Moreover, in this experiment, the result that the number of detection by the stop determination of the linear function and the stop determination and the detection number of the quadratic function are closer to the correct answer than the number of detection by the stop determination of the quartic function was obtained. Further, the number of detected omissions and the number of false detections due to the stop determination of the linear function were smaller than those of the stop determination of the quadratic function and the stop determination of the quartic function.

  As described above, it has been clarified from the experimental results that the stop determination of the linear function can obtain particularly high accuracy. Accordingly, it has been found that macroscopic stop determination can be performed with higher accuracy by using a vehicle speed transition model having a linear function shape.

  For reference, examples of actual speed data and a vehicle speed transition model obtained from the actual vehicle travel GPS log are shown in FIGS. 7 and 8, the horizontal axis indicates time, and the vertical axis indicates speed.

  FIG. 7A shows actual speed data of a low speed section where the vehicle has stopped. 7B to 7D show, in order, a linear function vehicle speed transition model, a two-function vehicle speed transition model, and four functions generated based on the actual measurement data of FIG. 7A. This is a vehicle speed transition model. Each vehicle speed transition model has a section where the speed is negative.

  FIG. 8A shows actual speed data of a low speed section in which the vehicle is not stopped. 8 (B) to 8 (D) show, in order, a linear function vehicle speed transition model, a quadratic function vehicle speed transition model, and a quaternary function, which are generated based on the actual measurement data of FIG. 8 (A). It is a vehicle speed transition model of the function. None of the vehicle speed transition models has a section where the speed is negative.

  That is, it can be seen that the presence or absence of a section where the speed in the vehicle speed transition model is zero or less reflects the presence or absence of a vehicle stop in a low speed section.

<Effects of the present embodiment>
As described above, the vehicle stop determination device 100 according to the present embodiment extracts the low speed section from the GPS information of the vehicle, and changes the vehicle speed in a downwardly convex shape with the section distance and the required time of the low speed section as the constraint conditions. Generate a model. Thereby, the vehicle stop determination apparatus 100 according to the present embodiment can generate a vehicle speed transition model such that there is a section where the speed becomes zero or less only when the vehicle is stopped in the low speed section.

  Then, vehicle stop determination device 100 according to the present embodiment determines that the vehicle has stopped in the low speed section on condition that there is a section in which the speed is zero or less in the generated vehicle speed transition model. Thereby, the vehicle stop determination apparatus 100 according to the present embodiment can determine whether or not the vehicle has stopped with high accuracy from the GPS information of the vehicle.

  For example, in the case of a vehicle such as an automobile, a traveling state in which the speed drops to 10 km / h or less and then exceeds 10 km / h again without stopping is often generated particularly on a congested road. Therefore, when the above-mentioned conventional stop determination is applied and the number of detections greatly exceeds the correct answer, for example, a system that records data in such a low speed section accumulates a large amount of erroneous detection data. In addition, secondary problems such as compression of the storage memory capacity and increase in communication volume occur.

  In this regard, the vehicle stop determination device 100 according to the present embodiment can determine whether or not the vehicle has stopped with high accuracy, and thus can solve such a secondary problem.

<Modification of the present embodiment>
Note that the vehicle speed transition model generation unit 130 may generate a vehicle speed transition model using the acceleration as a further constraint condition.

  In this case, for example, the vehicle speed transition model generation unit 130 determines from the measured speed the first acceleration that is the acceleration of the vehicle corresponding to the first time point and the second acceleration that is the acceleration of the vehicle corresponding to the second time point. Get acceleration. Then, the vehicle speed transition model generation unit 130 generates a vehicle speed transition model using the acquired first acceleration and second acceleration as constraint conditions.

  For example, when a quaternary function vehicle speed transition model is used, there are a total of five function parameters. When the threshold speed Vth, the section distance L of the low speed section, and the required time T are set as constraint conditions, the vehicle speed transition model generation unit 130 obtains a maximum of three parameters, and the remaining two use default values. . Here, when the first acceleration and the second acceleration are added to the constraint condition, the remaining two parameters can be obtained.

  In addition, the stop determination unit 140 may perform the stop determination using a method that takes into account general GPS measurement errors and the like. For example, the stop determination unit 140 may determine that the speed is equal to or less than zero on condition that the speed is equal to or less than a value obtained by adding a plus correction value or a minus correction value to zero. In addition, the stop determination unit 140 may determine that the speed is equal to or less than zero on condition that a section where the speed is equal to or less than zero exceeds a predetermined length.

  Further, the predetermined value corresponding to the first time point may be different from the predetermined value corresponding to the second time point. For example, when the speed rapidly decreases during deceleration, immediately after the vehicle speed falls below the threshold speed Vth, the speed decreases to an extremely low speed range where speed measurement is difficult, and the detection accuracy of the vehicle speed decreases. May occur. For example, such a phenomenon can be avoided or reduced by setting the value corresponding to the first time point to 15 km / h and the value corresponding to the second time point to 10 km / h.

  Further, the vehicle speed transition model generation unit 130 may use the shape of an n-order function using an arbitrary positive number n, which is a convex shape in the negative speed direction, as the shape of the vehicle speed transition model.

(Embodiment 2)
The second embodiment of the present invention is an example of a specific aspect of the vehicle stop determination system according to the present invention.

  FIG. 9 is a block diagram illustrating an example of the configuration of the vehicle stop determination system according to the present embodiment, and corresponds to FIG. 1 of the first embodiment. The same parts as those in FIG. 1 are denoted by the same reference numerals, and description thereof will be omitted.

  In FIG. 9, the vehicle stop determination system 300 includes a terminal device 400 and a server device 500. The terminal device 400 is, for example, an OBU mounted on a vehicle or an information terminal carried by a vehicle passenger. The server device 500 is, for example, an information collection server of a road traffic management center. The terminal device 400 and the server device 500 are connected via a communication network work 600 including a wireless data communication line.

  The terminal device 400 includes a GPS receiver 110, a travel data transmitter 410, and a travel data transmitter 410. The server device 500 also includes a travel data reception 510, a low speed section extraction unit 120, a vehicle speed transition model generation unit 130, a stop determination unit 140, and a determination result output unit 150.

  The travel data transmission unit 410 acquires the GPS information received by the GPS reception unit 110. Then, traveling data transmission unit 410 transmits traveling data including the acquired GPS information and identification information of a vehicle (hereinafter simply referred to as “vehicle”) on which terminal device 400 is mounted to server device 500.

  The travel data reception unit 510 receives the travel data transmitted from the terminal device, and outputs the received travel data to the low speed section extraction unit 120.

  Each unit of server device 500 performs the stop determination process described in the first embodiment for each vehicle based on the identification information included in the travel data. 9 shows a state in which one terminal device 400 is connected to the server device 500. Actually, the server device 500 includes a plurality of terminal devices 400 at the same time or at different times. Connect with. Then, the server device 500 performs the stop determination described in the first embodiment for a large number of low speed sections.

  Such a vehicle stop determination system 300 can collect GPS information from a plurality of vehicles, and perform extraction and stop determination of a low speed section for each vehicle. In addition, the vehicle stop determination system 300 can grasp, record, and use the operation status and traffic status of the vehicle from a comprehensive and bird's-eye view from the result of the stop determination performed in this way.

  Note that the terminal device 400 may sequentially transmit the acquired GPS information to the server device 500, or may accumulate the GPS information accumulated in a recording medium and collectively transmit the accumulated GPS information to the server device 500.

  Moreover, the vehicle stop determination system 300 may arrange a device that relays transmission of GPS information between the terminal device 400 and the server device 500.

  The collection of GPS information from a plurality of vehicles may be performed via a wired data communication line, or may be performed by recording on a recording medium and moving the recording medium.

  In addition, the vehicle stop determination system 300 may acquire a measurement speed obtained from the GPS information of the vehicle, make a stop determination based on the measurement speed, and then provide the result of the stop determination to the vehicle. . In this case, the determination result output unit 150 of the server device 500 needs to transmit the determination result to the terminal device 400 by wireless communication or the like. The terminal device 400 needs to include a receiving unit that receives the stop determination result sent from the server device 500.

  The vehicle stop determination result providing method of the present disclosure includes a step of acquiring a measured speed that is the speed of the vehicle obtained from GPS information of the vehicle, and a stop determination performed on the vehicle based on the measured speed. Providing a result, wherein the stop determination is a time period from a first time point when the measured speed falls below a predetermined value to a second time point when the measured speed exceeds a predetermined value. In a vehicle speed transition model that shows a target transition, in the vehicle speed transition model in which the speed decreases continuously from the first time point and then increases continuously until the second time point, there is a section where the speed is zero or less. In this case, it is determined that the vehicle has stopped in a period from the first time point to the second time point.

  In the vehicle stop determination result providing method, the predetermined value may be the same value at the first time point and the second time point.

  In the vehicle stop determination result providing method, the predetermined value may be a value different between the first time point and the second time point.

  The vehicle stop determination device according to the present disclosure is a vehicle stop determination device that determines whether or not the vehicle has stopped from GPS information of the vehicle, and a measurement speed that is a speed of the vehicle obtained from the GPS information is predetermined. A low-speed section extraction unit that extracts a low-speed section that is a section from the position of the vehicle at a first time point below the value of the vehicle to the position of the vehicle at a second time point at which the measured speed exceeds a predetermined value And after the speed has decreased from the first time point, with the section distance that is the length of the extracted low-speed section and the time from the first time point to the second time point as constraint conditions In the vehicle speed transition model generation unit that generates a vehicle speed transition model that indicates a temporal transition of the speed that continuously increases until the second time point, and in the generated vehicle speed transition model, the speed is zero or less. There must be an interval Subject to, the vehicle has a stop determination unit determines that stopped in the low-speed section.

  In the vehicle stop determination device, the vehicle speed transition model has a shape that is convex in the negative speed direction and continuously changes in the time axis direction in a two-dimensional space composed of a time axis and a speed axis. May be.

  In the vehicle stop determination device, the shape of the vehicle speed transition model may be a V-shaped linear function.

  In the vehicle stop determination device, the shape of the vehicle speed transition model may be a quadratic function or a quaternary function.

  In the vehicle stop determination device, the vehicle speed transition model generation unit generates, as the vehicle speed transition model, a pseudo interpolation function that is a function indicating the shape of the vehicle speed transition model in the two-dimensional space, and the stop determination unit Determines whether the minimum value of speed in the generated pseudo interpolation function is less than or equal to zero, and determines that the vehicle has stopped in the low speed section on condition that the minimum value is less than or equal to zero. May be.

  Moreover, the said vehicle stop determination apparatus WHEREIN: The said stop determination part may determine with the said minimum value exceeding zero that the said vehicle has not stopped in the said low speed area.

  In the vehicle stop determination device, the vehicle speed transition model generation unit corresponds to the first acceleration, which is the acceleration of the vehicle corresponding to the first time point, and the second time point from the measured speed. A second acceleration that is an acceleration of the vehicle may be acquired, and the vehicle speed transition model may be generated using the acquired first acceleration and the second acceleration as a constraint condition.

  In the vehicle stop determination device, the predetermined value corresponding to the first time point and the predetermined value corresponding to the second time point are the same, and sufficient positioning accuracy is obtained in GPS. It may be a minimum value of the speed value to be obtained.

  The vehicle stop determination system according to the present disclosure is a vehicle stop determination system that determines whether or not the vehicle has stopped from GPS information of the vehicle, the vehicle stop determination system including a terminal device installed in the vehicle. A server device that processes information relating to the running state of the vehicle, and the terminal device receives a GPS signal and acquires a GPS information of the vehicle from the received GPS signal. A traveling data transmission unit that transmits traveling data including the GPS information and the vehicle identification information to the server device, and the server device receives the traveling data transmitted from the terminal device. The vehicle at the first time when the measured speed, which is a speed obtained by measuring the speed of the vehicle from the received travel data, is less than a predetermined value A low-speed section extracting unit that extracts a low-speed section that is a section from the position of the vehicle to the position of the vehicle at a second time point when the measured speed exceeds a predetermined value, and the length of the extracted low-speed section With a certain section distance and the time from the first time point to the second time point as a constraint, the speed is continuously increased to the second time point after decreasing from the first time point. Vehicle speed transition model generation unit for generating a vehicle speed transition model showing a temporal transition of the speed, and in the generated vehicle speed transition model, on the condition that there is a section where the speed is less than or equal to zero, A stop determination unit that determines that the vehicle has stopped in the low-speed section; and a determination result output unit that outputs a determination result by the stop determination unit.

  INDUSTRIAL APPLICABILITY The present invention is useful as a vehicle stop determination result providing method, a vehicle stop determination device, and a vehicle stop determination system that can determine whether or not a vehicle has stopped with high accuracy from the GPS information of the vehicle. More specifically, the present invention has a function of effectively performing vehicle stop determination using GPS, and is useful for travel history analysis, traffic state analysis, and the like. The present invention can also be applied to measurement of the effect of the vehicle idling time and idling location on the environment, such as the emission of global warming gas, and to support use for reducing environmental impact.

DESCRIPTION OF SYMBOLS 100 Vehicle stop determination apparatus 110 GPS receiving part 120 Low speed area extraction part 130 Vehicle speed transition model generation part 140 Stop determination part 150 Determination result output part 160 Main component part 300 Vehicle stop determination system 400 Terminal apparatus 410 Traveling data transmission part 500 Server apparatus 510 Travel data receiver

Claims (12)

Obtaining a measured speed which is the speed of the vehicle obtained from the GPS information of the vehicle;
Providing the vehicle with a result of a stop determination made based on the measured speed;
Including
The stop determination is a vehicle speed transition model indicating a temporal transition of a speed from a first time point when the measured speed falls below a predetermined value to a second time point when the measured speed exceeds a predetermined value. In the vehicle speed transition model in which the speed decreases continuously from the first time point to the second time point, and there is a section where the speed is zero or less, the first time point It is determined that the vehicle has stopped in the period up to the second time point.
A vehicle stop determination result providing method. The predetermined value is the same value at the first time point and the second time point,
The vehicle stop determination result providing method according to claim 1. The predetermined value is a value that is different between the first time point and the second time point.
The vehicle stop determination result providing method according to claim 1. A vehicle stop determination device that determines whether or not the vehicle has stopped from GPS information of the vehicle,
From the position of the vehicle at the first time when the measured speed, which is the speed of the vehicle obtained from the GPS information, falls below a predetermined value, the vehicle at the second time when the measured speed exceeds the predetermined value. A low speed section extracting unit that extracts a low speed section, which is a section to the position;
With the section distance that is the length of the extracted low speed section and the time from the first time point to the second time point as a constraint condition, the speed is decreased after the first time point is decreased. A vehicle speed transition model generation unit that generates a vehicle speed transition model that indicates a temporal transition of speed that continuously increases until the time point 2;
In the generated vehicle speed transition model, the vehicle has a stop determination unit that determines that the vehicle has stopped in the low speed section on condition that there is a section in which the speed is zero or less.
Vehicle stop determination device. The vehicle speed transition model has a shape that is convex in the negative speed direction and continuously changes in the time axis direction in a two-dimensional space composed of a time axis and a speed axis.
The vehicle stop determination device according to claim 4. The shape of the vehicle speed transition model is a V-shaped linear function shape,
The vehicle stop determination device according to claim 5. The shape of the vehicle speed transition model is a shape of a quadratic function or a quartic function,
The vehicle stop determination device according to claim 5. The vehicle speed transition model generation unit
As the vehicle speed transition model, generate a pseudo-interpolation function that is a function indicating the shape of the vehicle speed transition model in the two-dimensional space,
The stop determination unit
It is determined whether or not a minimum value of speed in the generated pseudo interpolation function is equal to or less than zero, and it is determined that the vehicle has stopped in the low speed section on condition that the minimum value is equal to or less than zero.
The vehicle stop determination device according to claim 5. The stop determination unit
It is determined that the vehicle is not stopped in the low speed section on the condition that the minimum value exceeds zero.
The vehicle stop determination device according to claim 8. The vehicle speed transition model generation unit
A first acceleration that is an acceleration of the vehicle corresponding to the first time point and a second acceleration that is an acceleration of the vehicle corresponding to the second time point are acquired and acquired from the measured speed. The vehicle speed transition model is generated using the first acceleration and the second acceleration as constraint conditions,
The vehicle stop determination device according to claim 4. The predetermined value corresponding to the first time point is the same as the predetermined value corresponding to the second time point, and is a minimum value of a speed value at which sufficient positioning accuracy can be obtained in GPS. ,
The vehicle stop determination device according to claim 4. A vehicle stop determination system that determines whether or not the vehicle has stopped from GPS information of the vehicle,
The vehicle stop determination system includes:
A terminal device installed in the vehicle, and a server device that processes information relating to a running state of the vehicle,
The terminal device
A GPS receiver that receives GPS signals and acquires GPS information of the vehicle from the received GPS signals;
A travel data transmitting unit that transmits travel data including the acquired GPS information and vehicle identification information to the server device;
The server device
A travel data receiving unit for receiving the travel data transmitted from the terminal device;
The speed of the vehicle is measured from the received travel data, and the measured speed exceeds a predetermined value from the position of the vehicle at the first time point when the measured speed, which is the obtained speed, falls below the predetermined value. A low speed section extracting unit that extracts a low speed section, which is a section to the position of the vehicle at a second time point;
With the section distance that is the length of the extracted low speed section and the time from the first time point to the second time point as a constraint condition, the speed is decreased after the first time point is decreased. A vehicle speed transition model generation unit that generates a vehicle speed transition model that indicates a temporal transition of speed that continuously increases until the time point 2;
In the generated vehicle speed transition model, on the condition that there is a section where the speed is zero or less, a stop determination unit that determines that the vehicle has stopped in the low speed section;
A determination result output unit that outputs a determination result by the stop determination unit,
Vehicle stop determination system.

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